Carburetor apparatus



Dec. 3, 1935. c. v. DAME CARBURETOR APPARATUS Filed Deo. '18, 1953 Dec. 3, 1935. c. v DAME 2,023,123

CARBURETOR APPARATUS Filed Dec. 18, 1933 5 Sl'nee'cs-SheerI 2 fe e/ar Za/ries Waffle Dec. 3, 1935.v c. v. DAME CARBURETOR APPARATUS Filed DeG. 18

Dec. 3, 1935.

C. V. DAME vCARBURETOR APPARATUS Filed DSO. 18, 1933 ffy@ .95

5 Sheets-Sheet 4 Dec. 3, 1935. c. v DAME CARBURETOR APPARATUS Filed De. 18, 1933 5 Sheets-Sheet 5 Uien ZLOZ @d/"Zes Va e @y M1? Patented Dec. 3, 1935 UNITED STATES PATENT AOFFICE ACARBURETOR APPARATUS Charles Vance Dame, Lanark, lll.

Application December 18, 1933, Serial No. 702,889 1o claims. (c1. 2er-'18) This invention relates to improvements in carburetor apparatus.

One object of the invention is to provide carburetor apparatus which is controllable forvarying the quantity, mixture, and character of .the fuel in accordance with the requirements of the engine under different loads and under various conditions.

Another object of the invention is to provide lo a carburetor which may be adjusted by the driver of the vehicle to shut off the fuel intake, as when a vehicle is coasting down grade, for example, and admit air only to the cylinders whereby the engine acts as a brake to retard the movel5 ment of the vehiclev without the consumption of fuel. Y

A further object of the invention is to provide a carburetor which is adapted to supply fuels of different character to the engine as conditions 2o may render desirable, for example, in starting the engine, highly volatile gasoline may be delivered to the cylinders and after the engine has become warm, a lower grade of fuel, as kerosene, may be supplied or when the engine, using a low grade fuel, is laboring under a heavy load, the low grade fuel may be supplemented by fuel of higher grade. Other adjustments of the carburetor, operable from driving position, permit of the adding of water vapor to the fuel mixture, or admitting cool or hot air to the fuel mixture within a mixing chamber of the carburetory to make a leaner fuel when required.

Another object of the invention is to provide a carburetor apparatus which by a vortex of air atomizes the fuel and by the centrifugal action of the air throws the larger particles of fuel upon an absorbent lining of a chamber where it is volatilized by heat from a surrounding heating chamber, thereby preventing the introduction of insufficiently atomizved fuel into the combustion chambers of the engine.

An additional object is to provide a carburetor having a conical valve within a mixing chamber for controlling the admission of vaporized fuel to the engine and by constricting the fuel passage between the vaporizing chamber and mixing chamber to increase the velocity of the fuel and air to further mix the same and also 50 to effect the mixture within the mixing chamber of the vaporized fuel with supplemental fuel added thereto or with air `or water vapor.

A further object of the invention isto provide annular intakes for the various gases entering 55 the mixingA chamber whereby the gas streams are given annular form which in commingling in the d chamber form a fuel of uniform mixture.

Another object of the invention is to provide a carburetor having controllable fuel and air intakes whereby a relatively uniform compression within the combustion chambers of the engine can be maintained whether the engine is operating under low or heavy load and the proper ratio of air to fuel also maintained to insure of complete combustion of the fuel. 10

Other objects relate to various features of construction and arrangement of parts which will be apparent from a consideration of the following specification and accompanying drawings, wherein: 15

Figure 1 is a broken vertical sectional view taken along line I-I of Figure 3.

Figure 2 is a similar sectional view showing the valves and various ports in open position.

Figure 3 is a horizontal section taken on line 20 3 3 of Figure 1.

Figure 4 vis a sectional view taken on line 4 4 of Figure 1.

Figure 5 is a horizontal section taken on line 5--5 of Figure 1. 25

Figure 6 is a broken vertical sectional view taken on line 6-6 of Figure 1.

Figure 7 is a section taken on line 1-1 of Figure 1.

Figure 8 is an enlarged view partly in section 30 showing the manual control means for various ports and Valves.

Figure 9 is a horizontal section somewhat enlarged taken on line 9-9 of Figure 8.

Figure l0 is a broken section taken on line 35 Ill- I0 o f Figure 9.

Figure l1 is an enlarged vertical section taken on line II-II of Figure 8.

Figure 12 is a broken end elevation looking to the left of Figure 8, and illustrating various positions of the shaft operating arms.

Figure 13 is a vertical transverse detail sectional view illustrating a modication of the improvements.

In the drawings Iii indicates a liquid fuel receptacle of annular form having a oat I I therein connected to a valve I2 for operating the same to regulate the level of the fuel in the receptacle I2 which flows thereto through a pipe I3 from a fuel tank, not shown. The receptacle I0 is at- 50 tached to the annular depending flange I4 of the horizontal partition VI5 which extends the upper end of the cylindrical wall 24 of the chamber for preventing the passage of vaporized.,

fuel into the mixing chamber 25 as hereinafter described.

Located in the mixing chamber y25 is a guide member 26 along the vertical walls of which the throttle valve 23 is guided. The member 26 not only guides the throttle valve 23 vertically, but it serves as a filler within the mixing chamber and reduces its effective volume so as to avoid the deceleration of the gases or fuel passing therethrough tothe intake 'manifold shown fragmentarily at 21. The throttle valve 23 is provided with brackets or arms 23 which at their lower ends are connected to a cross head 29. The

25'?. cross headis secured to a rod 30 which is Slidably journaled in the sleeve 3l carried by the stationary bracket 32. Attached to the upper end of the rod 36 is a hollow piston 33 having a sliding .fit with the cylindrical wall 34 of the ;"closure member 35 which is located centrally of the annular fuel receptacle I6.

The lower end of the rod 30 is provided with ahead 36 mounted on the cam 31 which is operable by the main shaft 36. The shaft is pro- :vided with an operating arm 33 adapted to be attached to the conventional accelerator pedal, not shown, of the vehicle by any suitable means, such as by link 46.

When the shaft 38 and the cam 31 are in the 40 position shown in Figure l, the throttle valve 23 is held positively in closed position. When the shaft is operated to Vrelease the cam member 36 a spring 4I, which is disposed between the sleeve 3I and the cross head 25,`tends to move the rod 36, cross head 28, arms 28, and valve 30 upwardly slightly so that the latter clears its seat 42.

When suction prevails in the chamber 25 due to the starting or operation of the engine, the piston 33 will move upwardly against the action 'of the spring 43 to the extent permitted by the cam 31, and the movement of the piston or rod 33 by the atmospheric pressure, or by the suction, in other words, causes the port closure members 44 to uncover the ports 45 wholly or partially and admit external air to the chamber I1.

The air will be drawn-into t he space between the horizontal partition I5 and the annular plate I6 and will form a vortex within the vaporizing chamber 22. Fuel is siphoned from the receptacle I0 through the tubes 20 and is atomized within the chamber 22. Due to the swirling action set up by the movement of air between the plate I8 and partition I5, the coarser particles of the fuel will be thrown against the absorbent liping 46 and thus will not pass upwardly past the throttle valve 23 into the mixing chamber 25 until it has been vaporlzed by heat transmitted to the chamber 22 by hot gases within the surrounding passage 41. This passagev is defined by the vertical wall of the chamber 22 and a surrounding jacket 4S.

The combustible gas' formedV by the mixture of the atomized fuel and the air taken in through ports I4, is drawn 'by suction of the engine through the manifold 21 for admission to the engine, not shown. The conical shaped throttle valve 23 serves to further mix the atomized fuel and air as it passes along the sides of the valve.

By means hereinafter described, the main portion of the carburetor above described may be 5 employed alone or may be used in conjunction with other fuel or air admitting structure operatively associated therewith. Thus, on the left hand side of the main or central portion of the carburetor, there is shown an additional fuel 10 receptacle 46 having a float 56 therein which controls the inlet valve 5I through which fuel is supplied by a pipe 52, which communicates with a suitable supply tank, not shown.

The fuel admitted to this auxiliary carburetor l5 may be gasolene, and if the fuel used in thel main carburetor section is heavy fuel such as kerosene or the like, the lighter fuel may be employed for starting the engine, and after the same has started and become sufficiently warm, 20 the auxiliary carburetor may be rendered inoperative and the main carburetor employed exclusiveiy.

The auxiliary carburetor shown in the left hand side of Figure l, may also be employed for 25V admitting air only to the mixing chamber 23, to

supplement the gaseous mixture supplied to the mixing chamber by the main carburetor. The auxiliary carburetor is shown provided with fuel tubes 53 extending from the fuel within the 30. receptacle 49 into Venturi tubes 54 which project downwardly from the wall 55, which issecured to the partition I5, centrally of the upstanding tubular projection 5G.

A conical valve 51 is adapted to seat on the 35 upper end of the projection 56 and hasa tubular stem 58 provided with air inlet ports 58a at its lower end which admit atmospheric air to the interior of the valve. The tubular stem 58 is guided in its vertical movements by a sleeve 59 which is 40 supported by the wall 55. The sleeve 59 is shown provided with an outwardly extending ange 60 at its lower end between vwhich and a collar or flange 6I on the stem 58 is disposed a spring 62 1 which tends to move the stem downwardly and 45 hold the valve 51 on its seat at the upper end of the extension 56.

Located on the top of the partition 55 is a rotatable closure plate 63 provided with ports 64 which are adapted to register with the upper ends 60 4I of the Venturi tubes 54 in certain positions of adjustment to the plate 63 (see Figure 4). 'Ihe plate 63 is provided with a rack 65 which meshes with a pinion 66 carried by the operating shaft 61 having a bevel pinion 68 at its lower end. 'I'he 55 l complete registration with the Venturi tubes 54. 643

When the plate 63 is in the last named position, the air ports 10 in the wall 55 will be out of registration with the ports 1I of the plate Slidably mounted on the sleeve 59 is a piston 12 65 connected with which are arms 13 which carry closure members 16 and 15 which cooperate respectively with air inlet ports 16 and 11 by means of which air can be admitted to the chamber` 18 defined by the end wall 15, by the casing partition 7@ I5, and bottom wall 66.

The valve 51 may be moved upwardly bysuction prevailing within the chamber 8I when the cam 82 has been moved to position to release the stem, as hereinafter explained. The suction from the engine is transmitted to the chamber 8| through the mixing chamber. 25 and passage 83, the upper end of which, however, is adapted to be closed by a valve 84. When the valve 84 has been elevated by means ofthe arms 85 which are connected at their lower ends to a cross head 86 attached to a lift rod 81 which is operable by a cam 88 mounted on shaft 38, the suction of the engine will be transmitted through passage 83 to the chamber 8|, whereupon the greater external air pressure acting on the interior of the valve through the ports 58a will raise the valve against the action of the spring 02. If the plate B3 has been rotated to the opposite position shown in Figure 1, that is, to the position where the ports 10 and 1| are closed and ports 64 opened, fuel will be drawn through the tubes 53 by the passage of air through the Venturi tubes 54. The reduction of pressure within the chamber 18 tends to move the piston 12 upwardly to elevate the port closing members 14 and 15.

Thus in the position shown in Figure 1, air will be admitted through the tube 89 which may deliver warm or hot air. 'I'his air entering the chamber 18, passes through the Venturi tubes 54 and elevates the fuel through the tubes 53 and carries the same past the open valve 51 into the chamber 8|. Due to the conical shape of the valve the heavy particles of fuel will be thrown against the absorbent lining 90 and there remain until Vaporized by heat in the surrounding chamber 9|. The source of heat for chamber 9| may be exhaust gases from the engine which enter at 92 and pass into chamber 93, and from thence through the passage 94 formed by the horizon. tal walls l5 and 95. v

It will be noted that this passage 94 communicates with the previously described heating passage 41 which supplies heat to the vaporizing chamber 22. The hot gases continue through the passage 94 at the left side of the central portion of the device and enter the chamber 9| at the extreme left hand side of the apparatus. The gases pass outwardly through the exhaust tube 98.

Thecirculation of the exhaust gases for heating various parts of the apparatus is indicated by arrows having broken shafts. It will thus be seen that with the throttle valve 23 closed and the valve 84 open and the closure plate 63 rotated to open the Venturi tubes 54, as shown in Figure 2, fuel from the receptacle 49 can be drawn into the engine.

The fuel last mentioned may, of course, be ghasoline as previously stated, for starting the engine, and when the engine is sufficiently warmed, the various closure members may be operated to admit heavier fuel from the main carburetor, as described.

The fuel from the auxiliary carburetor may be operated also to deliver fuel to the engine to supplement the fuel delivered by the main carburetor section of the apparatus.

Thus when the engine is under a heavy load, the auxiliary carburetor may be actuated to deliver gasoline vapor fuel to the engine to increase its` power.

Mechanism for independently actuating the closure plate 63 of `the auxiliary carburetor is shown in Figures 1, 2, 8, 9 and 10. Secured to the shaft 51 is a manually operable arm or lever 91 to which a link or wire may be attached whereby the shaft can be swung from driving position. As shown in Figure l0, a spring 98 has one end secured to the lever 91, while the other stem ||5 of the valve passes.

end of the spring is attached to the hub 99 which is pinned at |00 to the short extension 0| of shaft 61, the extension carrying the bevel gear 68.

Thus, when it is desired to shift the plate 63 5 to open the Venturi tubes 54 and close the ports 10 and 1|, the operator swings the lever 91 against the action of the spring 98 to rotate the shaft 61. The turning resistance of shaft 38 is sufficient to resist displacement of the shaft 10 under the tension of the spring 98.

When the Venturi tubes 54 are closed and the cam 82 is in position to permit the' Valve 51 to move upwardly under suction of the engine when the closure valve plate 84 is elevated, air only 15 will be drawn through the auxiliary carburetor and thence through passage 83 to the mixing chamber 25 Where it will be mixed with fuel delivered to the mixing chamber by the main carburetor. 'I'his arrangement permits the control 20 of the quantity of air delivered to the mixing chamber 25, and thus the operator can vary the richness of the fuel taken into the engine. The proper proportions of air and fuel can thus be obtained for securing the maximum efliciency by 25 the individual regulation of the air provided for by the auxiliary carburetor section.

At the right hand side of the structure shown in Figures 1 and 2 is a third float chamber |02, having therein a float |03 which controls the 30 valve |04 in the pipe line |05 by means of which an additional fuel or preferably Water is de' livered to the chamber. 'Ihe construction of this third auxiliary carburetor section is similar to the first auxiliary carburetor in that it is pro- 35 vided with tubes |06 which project from the chamber |02 into Venturi tubes |01 by means of which water vapor may be carried through the chamber |08 and tube |09 into the heated chamber ||0 when the valve is open. This water 40 vapor will be carried into the chamber ||0, the walls of which are provided with an absorbent lining 2 which may be of asbestos to,v absorb any insuiliciently atomized Water particles which will be thrown against the absorbent material by 45 the conical walls of the valve The water vapor will pass from the chamber ||0 into the horizontal passage ||3 and into the mixing chamber 25 when the closure plate or valve ||4 is elevated. 50

The valve has a hollow stem H5 which is provided with ports H6 to admit atmospheric air to the interior of the valve whereby the latter will be lifted by air pressure when suction from the chamber 25 is transmitted by passage 3 to 55 the chamber H8. l

Either hot or cold air will be admitted to the chamber ||1 through ports Mil and ||9 respectively depending on the position of the valve closure members |20, |2'|. These closure members 69 are carried by arms |22 attached to the piston |23 which is slidable under external air pressure along the guiding sleeve |213 through which the The closing valve |||i for the passage ||3 is 60 carried by arms or brackets |25 which are carried by cross head |28. The cross head is secured to a rod |21 having a cam engaging member |28 at its lower end. This member cooper- 70 ateswith-a cam |29 mounted on the shaft 38 for positively lifting the valve closure H2.

A spring |30 disposed between the bearing sleeve |3| and the member |28 tends to return the cross head |26 and arms |25 and valve clo- 75 sure member 4 to the position shown in Figure 1.

The stem ||5 is moved to closed position normally by the spring |32. A cam |33 located on the shaft 38 around which extends the follower |34 is adapted to hold the valve closed when the shaft 38 is in the position shown in Figure 1. When the shaft is operated as hereinafter mentioned to release the valve stem, the suction from the engine will lift the valve when the closure member I |4 is open and draw water vapor into the mixing chamber 25 to be commingled with the explosive mixture delivered either by the main carburetor section or the auxiliary car'- buretor section above described.

The passage of the air into the water vaporizing section of the apparatus and the path of the water vapor is indicated by double headed arrows in Figure 2.

It will be noted in Figure 2 that valves 23, 51 and as well as closure members 84 and ||4 are shown in open position, but it will be understood that this is not the normal operating arrangement of the carburetor apparatus. The water vapor may be delivered to the mixing chamber when one or the other of the main or auxiliary carburetor sections is in use. However, since the auxiliary section may beA thrown into operation to supplement the main section, the water vapor may, of course, be simultaneously delivered should conditions warrant the use of the water vapor.

Referring to Figure 8 of the drawings, it will be seen that cams 88 and |29 which respectively operate therods 81 and |21, controlling the opening of the closure members 84 and ||4, are mounted for rotation upon the -shaft 38. Cam 88 is provided with a. laterally extending sleeve 88a upon which is secured a gear |35 which meshes with the pinion |36 secured on a shaft |31. The cam |29 is provided with a laterally extending sleeve |29a upon which is mounted a gear |38.

which meshes with a pinion |39, also secured to the shaft |31. A pinion is shown mounted at the left hand end of shaft |31 in Figure 8, and meshes with the gear |4| which is secured to an extension 82a of cam 82.

When the arm 39 of the shaft 38 is inthe position shown in Figures 1 and 8, the cams 31 is in locking position, that is, it holds the push rod |38 in lowermost position, and thus holdsthe throttle valve 23 in the closed position shown in Figure l.

The cam' |33 likewise holds valve in closed position when the arm 38 is in the position shown in Figures 1 and 8.

The cam 82 similarly holds valve 51 in closed position.

Upon swinging the arm 39 to the dotted line position shown in Figure 12, the various valves 23, 58, and are released so that when suction prevails in their respective enclosing chambers the valves will be lifted against the action of the springs 43, 62 and |32 respectively. It'will be seen that, although cams'82 and |33 are in position to release the respective valve, the latter will not open unless the closure members. and ||4 are open.

These closure members are held closed by the springs mounted on the respective push rods 81 and |21, and are opened positivelyby the cams 88 and |29 respectively. To operate the cams 88 and |21 to open the closure members 84 and ||4, the shaft 31 must be rotated. This shaft is provided with an operating lever |42 connected on a suitable operating member |43, which is located for operation from driving position.

When the arm |42 is in a position shown by full lines in Figure 12, both cams 88 and l|23 will be in the position shown in Figure 8, that is, 5;

in the position whereby the respective springs of the push rods 81 and |21 will hold the members 84 and ||4 respectively in closed position.

Upon swinging the arm |42 to the dotted line position A, the pinion |40 will have operated gear 10 g member ||4. In this position fuel or airfrom 20' the auxiliary carburetor may be admitted to the mixing chamber 25, as well as water vapor from the water vaporizing section of the apparatus.

Movement of the arm |42 to the position indicated at C in Figure 12 will result in the closing 25 of the closure member 84 but will retain the'closure member ||4 in open position.

The cams 88 and |29 are shaped, and so geared to the shaft |31 that this movement will be effected. 1

As shown in Figure '1, the cam followers or shoes |28 and |28a extend laterally over the respective cams |29 and 88 since the push rods 89 and |21 are offset from the longitudinal axis of the bracket 32 to avoid interference between the operation 35 of the cross heads 86 and |26.

If the three main valves of the carburetor apparatus are closed as shown in Figure l, and it is desired to start the engine in conjunction with which the apparatus is employed, the arm |42 will 40k l be manually moved to position A, assuming it is desired to start the engine on the fuel of the auxiliary carburetor section. The result of this movement of the arm is to release the valve 51 and open the closure member 84. When the engine is cranked, the suction will be directed from the mixing chamber 25 through passage 83 into mixing chamber 8|. The valve 51 will be lifted and air will be drawn throughthe Venturi tubes 54, the arm 91 having also been moved to close the 50 air ports 10 and 1| and effect the registration of ports 64 with the Venturi tubes.

If the ports 10 and 1| are fully closed a rich starting mixture will be provided for starting purposes and thereafter by moving the arm 91 to 55 partially close the Venturi tubes 54, and opening the ports 10 and 1|, a. leaner mixture will be provided. When the engine has been sufficiently warmed, the arm 39 of the main shaft 38 may be moved to the dotted line position of Figure l2, and arm |42 moved to the full line position of said figure. This will cut olf the fuel from thev auxiliary carburetor section and admit fuel from the main carburetor section, that is, the fuel from the receptacle l0. 65

If it is desired to render the fuel mixture delivered by the main carburetor section more lean.

' air can be admitted through the auxiliary carbe lifted by suction when the closure member I I 4 is elevated since the operation of the lever 39 to throw the main carburetor section into operation also moves the cam |33 from locking position.

The cam 31 holds the valve 23 closed when the shaft 38 is in the position shown in Figure 1. When the shaft is rotated to release the follower 36, the valve will rise under vthe suction o'f the engine as far as the cam permits. Upon decrease of engine speed, the spring 43 will move the valve toward closed position with the result that the velocity of the fuel past the valve will be maintained due to the constriction of the valve opening notwithstanding the decrease in suction and thus a substantially uniform fuel mixture will be provided.

The carburetor apparatus enables the operator to regulate the gas mixture or select his particular fuel or employ water vapor as the requirements of the engine under varying conditions may dictate. It also enables him to cut olf the admission of all fuel to the engine and to admit only air thereto in regulated quantities. Thus when coasting down hill, the fuel may be shutV oi and air admitted to the engine through the auxiliary carburetor, which on the compression stroke of the engine retards its operation and acts as a brake without the consumption of fuel. If desired the admission of air may be eliminated also whereby the pistons on the suction stroke will act against vacuum and an effective braking or retarding action obtained.

Another important advantage of the present improvements which provides for the controlled admission of fuel, air or water vapor, is that a. substantially uniform compression cany be provided in the engine cylinders whether operating under low or heavy load and at the same time the proper ratio of air and fuel maintained to insure proper combustion of the fuel and thus economy of operation. By opening the valve 23 partially by the appropriate rotation of the main shaft 38 to admit a limited quantity of fuel from the main carburetor, as when the engine is running under low load, the air intake through the auxiliary carburetor can also be controlled proportionately. If the valve 51 is opened to admit only the proper quantity of air to provide the proper air and fuel mixture in the mixing chamber 25 when the valve 23 is only partially open,

the suction obtaining in the chamber 'IB will be such that the piston I2 will be raised but little from the position shown in Figure l and hence hot air ports 'it will be open.

The hot expanded air, supplied by the tube t@ from any heat source, as from a heating jacket at the exhaust manifold of the engine, will be drawn into the mixing chamber 25 and thence to the engine. This expanded air and fuel mixture, being proportioned for. complete combustion of the fuel molecules, will insure a higher compression in the engine on the compression stroke. This will insure more ecient operation of the engine under low load. When the engine is operating under full load, the valve 23 will have been opened to a greater extent by the rotation of the shaft 33 to admit more fuel to the mixing chamber 25. Such rotation of the shaft 3@ will permit the valve 5l to be opened a greater extent and the increased suction in the chamber 'i8 will cause the piston l2 to move upwardly to edect `the closing of the warm air ports i3 and the opening of cold air ports lil. The colder air, being more dense than the hot air, will be drawn vinto the mixing chamber 25 and thence to the engine cylinders and while the increased quantity of air provides sufficient oxygen for complete combustion, its greater density tends to prevent excessive compression. In other words, by the introduction of warm or hot air under low load and 5 cold air at full load, a proper combustion mixture is obtained and a more uniform compression insured.

The same principle is employed in admitting water vapor to the engine since under low load 10 hot air will be admitted through ports I I8, which will be supplied by tube 89a, while under full load the ports II9 will be opened to admit cooler air.

Under intermediate loads the hot air ports 16 l5 and IIB will be partially closed and cold' air ports 'II and ||9 partially opened to provide air of suitable temperature to insure substantially constant compression, as will be seen.

The pocket or bowl I9 of the plate I8 provides 2o an area for the base of the vortex, while the upper ends of the tubes 20 are disposed at points ofV high velocity of the swirling air to best effect vaporization of the fuel and mixing of the same with the air. The swirling motion generated 25 within the vaporizing chamber I2 is transmitted to the mixing chamber also when valve 23 is open wherebya more thorough mixing of the gas in the mixing chamber is effected.

It will be noted also that the valves 23, 5l and 30 III, are raised to open position by the pressure of atmospheric air, which external air, being undisturbed by the flow of air or gases past the respective valves, tends to hold the same against fluttering action. 35

In Figure l3` a modification of the main carburetor section is shown which is similarly operable but has an annular supplementary air chamber |45 located above the mixing chamber |46. Air is admitted to the chamber |45 through in- 4Q take I 41. When the piston |48 is raised, the rods |49 elevate the closures |50 to uncover the ports |511 to admit the supplementary air into the pipe |52 which conveys the fuel mixture to the member |53 which.may be an intake manifold of an 45 internal combustion engine or a suitable burner.

A plate |54, spaced from the partition |55 and defining therewith a passage |56, directs the air through the intake |5l. Y The plate B54 and partition |55 function to form an air vortex within 50 the pipe |52 to eect a thorough mixing of the supplementary air with the gas fuel passing through the pipe, which swirling action of the fuel within the burner or combustion chambers accelerates combustion.

While I have shown and described certain structures embodying my improvements, I do not wish to be restricted specifically thereto except as so limited by the appended claims.

I claim:

l. A carburetor comprising a vaporizing chamber having an opening for the admission of fuel and air, a fuel conduit having an outlet end disposed adjacent the opening of said chamber, a pair of smooth parallel plates adjacent said open- 65 ing forming an air intake for said chamber and so spaced as to create anair vortex at said outlet end of said conduit and within said chamber whereby the fuel delivered by said conduit is atomized and carried into the chamber with a-70 swirling motion. l

2. A carburetor comprising a vaporizing chamber provided with a lower end wall having a fuel intake opening located centrally of said wall, a fuel delivery tube having its discharge end dis- 75 posed adjacent said opening, and a plate sospaced from said wall in parallelism therewith as to define an annular air intake passage adapted to create a vortex within said chamber and atomizek v sure member for regulating the passage of vaporized fuel to said mixing chamber, and a stationary ller member in said mixing chamber telescopically engaged by said closure member and cooperating with said closure member to pre'- vent excessive deceleration of gases passing through said mixing chamber as said closure member is moved toward closing position.

4. A carburetor comprising a mixing chamber, a main vaporizing chamber having an outlet communicating with said mixing chamber, a conical closure member in said mixing chamber for controlling the passage of gas from said vaporizing chamberto said ng chamber, a pair of auxiliary vaporizing chambers, a vapor carrying duct for each of said auxiliary vaporizing chambers extending to said mixing chamber and terminating in an annular closure member for each of said annular outlets, lift rods for each of said closure members, and cam controlled means for controlling the actuation of each of said rods. Y

5. A carburetor comprising a vsporizing chamber, a mixing chamber communicating therewith, a valve for regulating the ow of gas from the former to the latter, an enclosure communicating with said vaporizing chamber having a liquid fuel reservoir therein, means for delivering atomized fuel from said reservoir to said Vaporizing chamber, an air inlet port for said enclosure, an atmospheric pressure responsive piston positioned in a wall of said enclosure, valve actuating means operatively connecting said piston with said valve. a closure member for said air port carried by said last mentioned means and actuatable thereby for uncovering said port as said valve is moved to open position by said piston,

- and manually operable means for controlling the movements of said piston.

6. A carburetor comprising a vaporizing chamberhaving an outlet and a fuel intake, a valve for controlling the e of gas through said outlet, an enclosure communicating with said chamber through said intake, a liquid fuel receptacle in said enclosure. a fuel nozzle for delivering fuel from said receptacle to said chamber, an atmospheric pressure responsive piston positioned in a wall of said enclosure, an. air inlet port in a wall of said enclosure, means operatively connecting said piston to said valve, ,a closure member for said port actuatable by said means, a manually operable shaft, and means actuatable by said shaft when moved in one direction for moving said connecting means in a direction to retain said valve in closed position and release said valve when said shaftis moved in the opposite direction for. rendering said valve and port closure member operable by said piston.

7. A carburetor comprising a mixing chamber, a main vaporizing chamber, a valve for regulating the passage-of gas from said vaporizing chamber to said mixing chamber, an auxiliary Vaporizing chamber, a valve for said auxiliary chamber, a duct extending from said auxiliary vaporlzing chamber to said mixing chamber, means for sup- 10 plying fuel to each of said vaporizing chambers, a manually operable shaft provided with cams for controlling the operation of said valves, and manually operable means for interrupting the flow of fuel to said auxiliary chamber and admitting air thereto for conveyance by said duct to said mixing chamber for mixture with fuel delivered thereto by said main vaporizing chamber.

8. A carburetor comprising a mixing chamber, a main carburetor section for delivering vaporized fuel thereto, an auxiliary carburetor section having a duct communicating with said mixing chamber, said auxiliary section comprising an enclosure provided with a fuel receptacle therein, a. partition in said enclosure having a port for at- 25 omized fuel, a nozzle for delivering atomized fuel from said receptacle through said port to said auxiliary vaporizing chamber, said partition having an air port therein, a rotatable disk on said partition having openings therein for selective registration with said fuel port or said air port, a valve for each of said carburetor sections for controlling the delivery of fuel to said mixing chamber, cam actuated mechanism for controlling said valves, and means for' actuating said 35 disk for effecting the registration of an opening therein with said air port or said fuel port for delivering either air or fuel to said mixing chamber.

9. A carburetor comprising a mixing chamber 40 arranged for communication with an engine intake, fuel vaporizing means for delivering fuel to said chamber, an auxiliary chamber having an outlet, a duct providing communication between said outlet and said mixing chamber, hot and cold air intake ports for said auxiliary chamber, closure members for regulating the passage of hot or cold air through said hot and cold air ports respectively, and an atmospheric pressure responsive member operatively connected with said cloy50 sure'members for shifting the same from closed to open positions and vice versa whereby warm air will be, admitted to said mixing chamber under low engine loads and cold air under high engine loads. 55

l0. A carburetor comprising a vaporizing chamber having an intake at one end andl an outlet at the opposite end, a fibrous lining on the interior wall of said chamber, means for heating said lining, andlmeans adjacent said intake end of said chamber for delivering atomized fuel therethrough with a swirling motion whereby the heavy particles of the fuel will be thrown against said heated lining for rapid dispersal and evaporation before passing through said outlet. CHARLES VANCE DAME. 

